SB 191 

•W2 D85 
Copy I 




BULLETIN OF THE 



No. 48 



Contribution from the Bureau of Plant Industry, Win. A. Taylor, Chief, 
December 19, 1913. 




THE SHRINKAGE OF SHELLED CORN WHILE IN 
CARS IN TRANSIT. 

By J. W.' T. I)XJVEL, Croi) Technologist in Charge of Grain Standardisation 
Inrestigntions!. and Laitrel Duval, formerly in Charge of the Grain Stand- 
ardization Laboratory at Baltimore, Md. 

INTRODUCTION. 

In January, 1910, special investigations were begun at Baltimore, 
Md., to determine the amount of natural shrinkage or loss in weight 
of shelled corn containing various percentages of moisture during 
transit in cars and while in storage in elevators.^ 

The data on shrinkage contained in these pages comprise the results 
of four special shipments of corn from Baltimore, Md., to Chicago, 
111., and return. The first experiment, made April 15, 1910, was in 
cooperation with the Baltimore & Ohio Railroad Co. The second, 
third, and fourth experiments Avere made in cooperation with the 
Pennsylvania Railroad Co. The second shipment was made on 
December 24, 1910: the third, March 2, 1911; and tlie fourth, May 
11. 1911. The losses in weight shown for the various shipments do 
not include the losses in loading or unloading, but simply the natural 
shrinkage in the weight of the corn while in the cars. 

METHODS USED IN DETERMINING SHRINKAGE IN CORN. 

The freight cars used in these experiments were especially selected, 
uniform in design and condition, and specially coopered to make them 
grain tight. The cars were held together on the track for several 
days prior to loading, so that there would be no variation in their 
weight due to differences in the condition of the wood. An empty 
box car of the same series and condition was moved in the same train 
with the loaded cars, as a check in determining the variation in 
weight due to the absorption or evaporation of moisture by the cars 

1 The results of the first experiment of the series on the shrinkage of shelled corn in 
storage were published as Circular 81, Bureau of Plant Industry, U. S. Department of 
Agriculture. 

14901 ° — Bull. 48 — 13 1 



(■- 



WonogtapR 



2 BULLETIN 48, U. S. DEPAETMENT OF AGBICULTUKE. 

under varying weather conditions. A standard scale test car was 
also attached to each shipment, and all scales Avere carefully tested 
prior to weighing the cars. Each shipment was accompanied by a 
representative of the United States Department of Agriculture, for 
the purpose of malring weighings en route at certain division points 
and of keeping a complete record of the changes in the temperature 
of the corn. The temperature records were taken by means of elec- 
trical resistance thermometers, which were placed in the corn at the 
time of loading, as shown in figure 1. In all of the shipments, with 
the exception of the first, two cars were loaded from each lot of corn. 
In the second, third, and fourth shipments one car from each lot of 




r , 

I /TO f' OF GRAIN ] 




Fig. 1. 



-Sectional view through the center of a freight car, showing the position of the 
six electrical resistance thermometers in the stored corn. 



corn was shipped from Baltimore to Chicago and return, while the 
duplicate cars of corn from each lot, together with an empty box car 
of the same type, were held on the track in the yards at Baltimore. 



FIRST EXPERIMENT, APRIL 14 TO MAY 11, 1910. 

CORN LOADED INTO CARS. 

On April 14, 1910, five cars were loaded w'ith shelled corn from 
the Locust Point elevators of the Baltimore & Ohio liailroad Co., 
Baltimore, Md. The amount of corn contained in each car varied 
from 65,920 to 67,160 pounds, with an average of 66,832 pounds, or 
slightly more than 1,193 bushels. The different lots of corn used in 
this experiment w^ere taken from the regular stock in the elevators 
and were selected primarily with the view to having corn with a 
relatively wide range in moisture content. Before loading, each lot 
was thoroughly mixed by handling in the elevator, so that the quality 
and condition of the corn would be uniform throughout the car. At 
the time of loading, each car was equipped with six electrical resist- 
ance thermometers, as shown in figure 1. These thermometers were 

n. or D. 

DEC -23: 1313 



Q^^O* SHRINKAGE OF SHELLED CORN IN CARS IN TRANSIT. 3 

placed in the corn in different parts of the car, in order that the tem- 
jjeratiire of the corn at those points could be ascertained at any time 
during the experiment without opening the car, the thermometers 
being connected with wire leads which extended to the outside of the 
car. The average condition and quality of the corn in each car at 
the beginning of the experiment, as represented by the analyses of 
samples taken when the corn was loaded into the cars, is shown in 
Table I. 

Table I. — Condition and quality of the corn when loaded into each car on April 
J'l, 1910, for the first experiment. 



Car No. 


Moi.sture 
content. 


Sound 
com. 


Weight 

per 
bushel. 


Cob, dirt, 
etc. 


Badly 
broken 
kernoLs. 


1 


Per cent. 
19.8 
18.6 
17.8 
17.4 
16.7 


Per cent. 
93.2 
95.9 
96.0 
97.4 
94.1 


Pounds. 
53.1 
53.6 
54.1 
55.0 
54.0 


Per cent. 
1.1 

.3 

.7 

L3 


Per cent. 
5.0 
3 1 


2 


3 


4.9 

4 2 


4 


5 


5 7 







As will be seen by Table I, the average moisture content of the 
corn when loaded into car No. 1 was 19.8 per cent. The corn in 
car No. 2 contained an average of 18.(5 per cent of moisture. The 
corn in car No, 3 was a mixture of the same kind of com as that 
contained in cars No. 2 and No. 5, the average moisture of the mix- 
ture being 17.8 per cent. The average moisture content of the corn 
in car No. 4 w^as 17.4 per cent, and the corn in car No. 5, which had 
been artificially dried, contained an average of 16.7 per cent of 
moisture. 

SHRINKAGE IN THE WEIGHT OF THE CORN. 

The amount of corn placed in each car and the shrinkage in weight 
while the corn was in the cars from April 14 to Ma}^ 11, 1910, to- 
gether with the average temperature of the corn in each car at the 
time of loading and unloading, are shown in Table II. 

Table II. — Shrinkage, or loss in iveight, and temperature changes on each of 
5 cars of corn used in the first experiment. 



• 
Car No. 


Corn when loaded. 


Shrinkage, or loss 
in weight. 


Average tempera- 
ture of corn when— 


Moisture Net 
content. 1 weight. 


Pounds. 


Per cent. 


Loaded. Unload- 


1 


Per cent. Pounds. 
. 19.8 67. !.■«) 


2,450 
320 
290 
180 
120 


°F. 
3. 65 58 
. 48 52 
.44 54 
.27 54 
. 18 58 


°F. 
139J 


2 


IS. 6 
17.8 
17.4 
16.7 


67,120 
65,920 
67, 160 
66,940 


84 


3 


82i 


4 


581 


5 


62 











ay \H'^ 



4 BULLETIN 48, V. S. DEPARTMENT OF AGRICULTURE. 

It will be seen by Table II that the loss in weight of the corn 
from the time the cars were loaded on April 14 until they were un- 
loaded May 11, 1910, varied according to the moisture content. The 
corn in car No. 1, which contained an average moisture content of 19.8 
per cent, showed a total shrinkage in weight of 2,450 pounds, or 3.65 
per cent. The natural shrinkage in the weight of the corn in car No. 
3, which contained an average moisture content of 17.8 per cent, 
showed a loss of 290 pounds, or 0.44 of 1 per cent. The corn in car 
No. 4, with 17.4 per cent of moisture, lost 0.27 of 1 per cent, while the 
corn in car No. 5, which was artificially dried corn and contained 16.7 
per cent of moisture, showed a shrinkage of 120 pounds, or 0.18 of 1 
per cent. 

The heavy loss occurring in car No. 1 was due to the fact that this 
corn showed a marked deterioration during the experiment. It was 
hot, sour, and discolored at the time of unloading, the average tem- 
perature of the corn being 139.5° F. These same factors, with the 
addition of the records of the mean dail}^ air temperature through 
which the cars passed while en route from Baltimore to Chicago and 
return, and also the average temperature of the corn during the 
period covered by the experiment, are graphically presented in fig- 
ure 2. By examining the data shown in this diagram it will be seen 
that the natural shrinkage increased with the increase in the moisture 
content of the different lots of corn; likewise, there is a close corre- 
lation between the moisture content of the corn and the increase in 
temperature resulting from the deterioration of the high-moisture 
corn. 

The average temperature of the corn in the five cars immediately 
after loading varied from 52° to 58° F., or practically the same as the 
air temperature when the corn was loaded. The corn in car No. 1 
showed an increase in temperature of 15 degrees from April 15 to 
April 20, while the temperature of the corn in the other four cars 
during this time remained practically the same as vrhen loaded. The 
increase in temperature in car No. 1 was undoubtedly caused by the 
fact that the corn in that car contained the highest percentage of 
moisture, 19.8 per cent. The relatively warm air temperature which 
prevailed at that time, together with the high moisture content of 
the corn, afforded favorable conditions for fermentation and the de- 
velopment of molds, resulting in a corresponding deterioration of 
the corn. On April 21 there was an increase of 6 degrees in the 
temperature of the corn in car No. 1 over the previous day. At this 
time the cars were passing through a much colder atmosphere, the 
mean daily air temperature decreasing from 52° on April 20 to 36° F. 
on April 21. During the same period the temperature of the corn in 



SHEIXKAGE OF SHELLED COEX IX CARS IN TRANSIT. 5 

the other four cars did not show an increase; in fact, the tempera- 
ture of the corn in two of the cars decreased slightly. 

Figure 2 also shows that the mean daily air temperature from 
April 21 to April i>7 was much lower than the average temperature 
of the corn in any of the cars, varying from 36 to 40 degi'ees. As a 
result of this- low air temperature the temperature of the corn in all 
of the cars decreased slightly, except that in car Xo. 1, which 




Fig. 'J. — Kiagram showing the shrinkage in weight of the corn in each of five cars in 
transit from BnUimore to Chicago and return, the average temperature of the corn in 
each car, and the mean daily air temperature through which the cars passed from 
April 14 to May 11, 1910. 

showed an increase form 79° on April 21 to 135.5° F. on April 27, 
the deterioration being so rapid as to overcome or conceal any in- 
fluence of |he air temperature. The highest temperature of the corn 
in car Xo. 1 was 142° F.. which was reached on May 3. On May 7 the 
average temperature was 130° F. This temperature prevailed until 
May 11. at which time the corn was unloaded and found to be very 
badly damaged. 



6 BULLETIN 48, U. S. DEPAKTMENT OF AGRICULTURE. 

The corn in car Xo. 2 did not show any appreciable increase in 
temperature until Ma.y 4, at which time the temperature of the corn 
was 61° F., an increase of 7 degrees over the record of the previous 
day. This increase in temperature was probably influenced to some 
extent by the air temperature, the mean daily air temperature having 
increased from 52° on May 2 to 62° F. on May 3. The tempera- 
ture of the corn in this car at the end of the experiment on May 11 
was 84° F. In a few more days it would undoubtedly have been hot 
and sour. 

The corn in car No. 3 did not show any great variation in tempera- 
ture until May 6, at which time the average temperature of the 
corn was 60°, as compared with 54° F. at the beginning of the 
experiment. At the termination of the experiment, when car No. 3 
was unloaded the average temperature of the corn in that car was 
82.5°, as compared with an average of 84° F. for the corn in car 
No. 2. The com containing 17.4 per cent of moisture in car No. 4 
and the artificially dried corn in car No. 5, containing 16.7 per cent 
of moisture, did not show any marked increase in temperature 
throughout this experiment. 

It will be noticed ihat the temperature of the corn in the cars was 
influenced to a limited extent by the temperature of the atmosphere ; 
that is, when there was a sudden drop in the temperature of the 
air, as on May 5, the corn also decreased slightly in temperature, 
except the cars of corn that had begun to deteriorate. The heat 
generated during the process of deterioration of the corn concealed 
any influence exerted by the temperature of the air. 

SECOND EXPERIMENT, DECEMBER 24, 1910, TO JANUARY 20, 1911. 

CORN LOADED INTO CARS. 

On December 24, 1910, four lots of corn, each lot consisting of 
approximately 2,400 bushels, were selected at the elevators of the 
Pennsylvania Kailroad Co., at Baltimore, Md. The corn was 
selected according to moisture content, and each of the four lots 
was first thoroughly mixed in the elevator before loading into 
cars. Two cars were loaded from each lot, one being forwarded 
from Baltimore to Chicago and return, over the Pennsylvania lines 
via the Fort Wajme route, while the duplicate car of each lot was 
held on the track in the Canton yards at Baltimore. Eight cars 
consequently Vv^ere included in the experiment, in order to study 
the effect of atmospheric conditions on the shrinkage in Aveight and 
rate of deterioration. The cars held on the track at Baltimore were 
weighed, and temperature records were taken on the same days that 



SHRINKAGE OF SHELLED CORN IN CARS IN TRANSIT. 7 

weighings and temperature readings were made on the cars in transit. 
These eight cars were each equipped with six electrical resistance 
thermometers, the relative position of which is shown in figure 1. 
The average condition and quality of the four lots of corn at the 
beginning of the experiment, as represented by the results of the 
analyses of samples taken wdien the corn was being loaded into cars, 
are shown in Table III. 

Table III. — Factors showing the condition and quality of each lot of corn in 
the second experiment when loaded into cars on December 2-i, 1910. 



Lot 
No. 


Car designation and movement. 


Moisture 
content. 


Sound 
corn. 


Weight 
per 

bushel. 


cob, dirt, Bf,>y, 
^^^- kernels. 


1. . 


Car 1-C, transit, Baltimore to Cliicago and 


Per cent. 
22.0 

19.0 

17.0 

13.3 


Per cent. 
94.3 

96.9 

98.2 

97.9 


Pounds. 
60.9 

54.1 

55.4 

56.2 


Per cent. 
0.2 

.1- 

.3 
.4 


Per cent. 
2.5 


2 


Car 1-B, held on track in Baltimore yards 

Car 2-C, transit, Baltimore to Chicago and 
i return 


3.5 


3 


Car 2-B, held on track in Baltimore yards 

Car 3-C, transit, Baltimore to Chicago and 
i return 


3.1 


4 


Car 3-B, held on track in Baltimore yards 

[Car 4-C, transit, Baltimore to Chicago and 
i return 


12.1 




ICar 4-B, held on track in Baltimore yards 





It will be seen by reference to Table III that the average moisture 
content of the corn in lot No. 1 was 22 per cent ; lot No. 2, 19 per 
cent; lot No. 3, 17 per cent; and lot No. 4, 13.3 per cent — a range of 
8.7 per cent. Special attention is also called to the low weight per 
bushel of the corn from lot No. 1, containing 22 per cent of moisture, 
and the high percentage of the badly broken com in lot No. 4. Much 
of this broken corn was of the consistency of coarse flour or meal. 



SHRINKAGE IN THE WEIGHT OF THE CORN. 

The quantity of corn placed in each car, the shrinkage in weight 
while in the cars from December 24, 1910, to January 20, 1911, to- 
gether with the average temperature of the corn in each car at the time 
of loading and unloading, are shown in Table IV. These same data 
are presented diagrammatically in figure 3. In addition to the natural 
shrinkage in Aveight and the other data given in Table IV, figure 3 
also shows the mean daily temperature of the air through which the 
ears passed while en route from Baltimore to Chicago and return, 
together with the average temperature of the corn in each car, as 
compared with like observations made on the corresponding lots of 
coin held on the track in the railroad yards at Baltimore. 



8 



BULLETIN 48, U. S. DEPAETMENT OF AGEICULTUEE. 



Table IV. — Weight of corn in each car inuuediatehj after loaiMng on December 
2-'i, 1910, and the shrinkage, or loss in iceight, together with the moisture con- 
tent at time of loading and the average temperature of the corn at time of 
loading and unloading. 



Lot 
No. 



<^ar designation and movement. 



Car 1-C, transit, Baltimore to Chi- 
cago and return 

Car 1-B, held on track in Baltimore 
yards 

I Car 2-C, transit, Baltimore to Chi- 
cago and return 
Car 2-B, held on track in Baltimore 
yards 

Car 3-C, transit, Baltimore to Clii- 

cago and return 

Car 3-B, held on track in Baltimore 

yards 

Car 4-C, transit, Baltimore to Chi- 
cago and return 

Car 4-B, held on track in Baltimore 
yards 



Moisture 
content 
of corn I 
when 
loaded. ; 



Net corn 
in car 
when 

loaded. 



Per cent. 
22.0 



19.0 



17.0 



Pounds. 
07,140 

07, 140 
C7, 050 

07, 070 

57, 080 

56,890 

67,080 

67, 100 



Shrinkage, or loss 
in weight. 



Pounds. 



230 
140 

160 

60 

20 

90 

no 



Per cent. 



Average tempera- 
ture of corn when — 



Loaded. 



.34 
.21 

.24 

.09 

.04 

.13 

.10 



F. 
31.0 

31.0 
30.0 

30.0 

31.0 

30.0 

34.0 

35.0 



Un- 
loaded. 



F. 
33.0 

38.2 
29.0 

3L7 

29.0 

32. 2 

29.0 

33.5 



As shown in Table IV and figure 3, the car containing corn of 22 
per cent moisture which vfas shipped from Baltimore to Chicago and 
return lost 0.27 of 1 per cent, while the car containing the same kind 
of corn but which was held on the track at Baltimore lost 0.34 of 1 
per cent. The corn from lot No. 2, containing 19 per cent of moisture, 
showed a loss in weight of 0.21 of 1 per cent for the car en route from 
Baltimore to Chicago and return, as compared with a loss of 0.24 of 
1 per cent for the duplicate car held on the track at Baltimore. The 
reverse is true, however, of the corn containing 17 per cent of moist- 
ure. In this lot the shrinkage vvas 0.09 of 1 per cent in the corn in 
transit and only 0.04 of 1 per cent in the car of corn that remained on 
the track at Baltimore. It should also be noted in this connection 
that this lot of corn wa.s of exceptional quality, showing the highest 
]5ercentage of sound corn at the beginning of the experiment. The 
corn with 13.3 per cent of moisture lost 0.13 of 1 per cent in transit 
and 0.10 of 1 per cent on the track at Baltimore. As in the first ex- 
jieriment, the losses in weight of the four lots of corn used varied 
according to the moisture content of the corn, with the exception of 
lot No. 4. The fact that this lot of corn, wdiich had an average 
moisture content of 13.3 per cent, lost more in weight than the corn 
that contained 17 per cent of moisture was probably due to the excep- 
tionally good quality of the corn in lot No. 3, or possibly to the ad- 
mixture of a larger percentage of finely broken corn in lot No. 4, 
although no leakage, even of the finely broken corn, could be de- 
tected in any part of the cars. 

As shown in Table IV and figure 3, the temperature of the corn at 
the time of loading it into the cars which were shipped from Balti- 
more to Chicago and return ranged from 30° to 34°, with an average 



SHRINKAGE OF SHELLED CORN IN CARS IX TRANSIT. 



9 



of 31.-5° F. tov the corn in all of the cars. At the time of unloading 
the range in temperature was from 29° to 33°, with an average of 
30° F., or an average decrease of 1.5 degrees. The average tempera- 
ture of the corn at the time of loading it into the cars which were 
held on the track in Baltimore ranged from 30° to 35°, v\ith an av- 
erage of 31,5° F. for the corn in all the cars. At the time of unload- 
ing tlie temperature ranged from 31.7° to 38.2°, with an average of 
33.0° F, This is an average increase of 2.-1 degrees, as compared with 



MO/STURE COfXTENT 

or coRfif 



LOT 1-22,0% 



LOT2~l3.00/o 



LOT 3-/7. 0°/o 



LOT ^-13.3 % 



CORN /N TRANSrr 
OR CN TRACH 



SHRINKAGE IN \A/EIGHT 



(&AR/0- IN TRANSIT 
( OAR IB-ONTRA CK 

( OAR 30 -IN TRANSIT 
\^AR 28-ON TRACK 

(car 30 - IN TRANSIT 
IpAR 3B-ONTRAOH 

(CAR^C-IN TRANSIT 
[OARifB-OAl TRACK 




0.270/0 
0.3 A- % 



0.2/0/0 
0.2'<fO/o 



\0.099b 

0.0^ 'yo 

lo./3% 

mo./6o/o 



/BIO DECEMBER 

ANO , /\ 

/9ll^2^ 26 2B 30 



JANUARY 




LE6END 

CORhAiN TRANSIT, BALTIMORE. 

AIR ) TO CHICAGO iRSTURN 

CORM ON TRA CK, IN 

-x-kAIR ) BALTIMORE YARDS 



Fig. o. — Diagram showing the los.s in the weight of the corn, tlie average temperature of 
the corn in each of four cars in transit from Baltimore to Chicago and return, and 
also the mean daily air temperature through which the cars passed, as compared with 
the same factors on the four duplicate cars of corn held on the track at Baltimore in 
the second experiment. 

an average decrease of 1.5 degrees for the cars moved from Baltimore 
to Chicago and return. This variation in the temperature of the 
corn was due to the Avide difference in air temperature between 
]5a!timore and the western points, as shown in figure 3, page 9. 

The condition of the corn in the second experiment was practically 
the same at the end as at the beginning of the test. This is shown in 
figure 3 by the fact that the average temperature of the corn in the 
cars did not increase to any great extent from the time they were 
loaded until they were unloaded. 

14001'— Bull. 48—13 2 



10 BULLETIN 48, U. S. b^PARTMENT OF AGRICULTUEE. 

THIRD EXPERIMENT, MARCH 2 TO MARCH 29, 1911. 

CORN LOADED INTO CARS. 

On March 2, 1911, four lots of corn were selected and two cars 
were loaded from each of the four lots. This corn was selected and 
handled in the same manner as that in the second and fourth experi- 
ments, one car from each lot of corn being held on the track at Balti- 
more, while the duplicate car from each lot was forwarded to Chi- 
cago and returned to Baltimore via the Pennsylvania Railroad. The 
eight cars were equipped with electrical resistance thermometers as 
in the two preceding experiments. 

The average condition and quality of the corn in each lot at the be- 
ginning of the experiment, as represented by the results of the analy- 
ses of samples taken when the corn was being loaded after it had 
been thoroughly mixed in the elevator, are shown in Table V. 

Table V. — Factors showing the condition and quality of each lot of corn in the 
third c-rpcriniciit -when loaded into cars on March 2, 1911. 



Lot 
No. 



1 
2 
3 

4 



Car designation and movement. 



(Car 1-C, transit, Baltimore to Chicago and re- 
\ turn .• 

ICar 1-B, iield on track in Baltimore yards . . 

{Car 2-C. transit, Baltimore to Chicago and re- 
turn . 
Car 2-B , held on track in Baltimore yards. . . 
{Car 3-C, transit, Baltimore to Chicago and re- 
turn 
Car 3-B, held on track in Baltimore yards.. . 
I'ar 4-C, transit, Baltimore to Cliicago and re- 
turn 

Car 4-B, held on track in Baltimore yards.. . 



Moisture 
content. 



Per cent. 
21.6 

19.9 

17.4 

14.1 



Sound 
corn. 



Weight 

per 
bushel. 



Per cent. 
94.8 

95.1 

97.0 

98.0 



Pounds. 
51.9 

53.3 

55.9 

56.5 



Cob, dirt, 
etc. 



Per cent. 
0.2 

.2 

.2 

1.0 



Badly 
broken 
kernels. 



Per cent. 
4.0 

3.6 

4.2 

17.2 



From Table V it will be seen that the average moi.sture content of 
the corn in lot No. 1 was 21. G per cent; lot No. 2, 10.9 per cent; lot 
No. 3, 17.4 per cent; and lot No. 4, 14.1 per cent. The percentage 
of sound com ranged from 94.8 per cent in lot No. 1 to 98 per cent 
in lot No. 4. 

SHRINKAGE IN THE WEIGHT OF THE CORN. 

The quantity of corn placed in each car, the shrinkage in weight 
while in the cars from March 2 to March 29, 1911, and the average 
tem})erature of the corn in each car at the time of loading and 
unloading are given in Table VI. These same factors, together with 
the daily mean temperature of the air through which the cars passed 
in transit from Baltimore to Chicago and return, and the daily 
average temperature of the corn in each of these cars, as compared 
with like records made in connection with the cars held on the track 
in the Pennsylvania Railroad yards, at Baltimore, are shown in 
figure 4. 



SHEINKAGE OF SHELLED CORN IN CARS IN" TRANSIT, 



11 



Table VI. — Weigltl of corn in each car Unnicdiately after loading on March 
2, 1911, and the shrinkage, or lasts in iceight, together irith the ntoislitre con- 
tent at time of loading and the average temperature of the corn at time of 
loading and unloading. 



Lot 

No. 



Car designation and movement. 



[Car 1-C, transit, Baltimore to Chi- 

I cago and return 

I Car 1-B, held on track in Baltimore 

I j'ards 

Car 2-C, transit, Baltimore to Chi- 
cago and return , 

Car 2-B , held on track in Baltimore 

yards 

Car 3-C, transit, Baltimore to Chi- 
cago and return 

Car 3-B, held on trackin Baltimore 

yards 

Car 4-C, transit, Baltimore to Chi- 
cago and return 

Car 4-B , held on track in B altimore 
yards • 



Moisture 

content 
of corn 
when 
loaded. 



Per cent. 
21.6 



17.4 



Net corn 
in ear 
when 

loaded. 




Shrinkage or loss 
in weight. 



Pounds. 



390 
400 
160 
175 
130 
130 
100 
70 



Per cent. 



0.5S 
.59 
.24 
.26 
.23 
.23 
.15 
.11 



Average tempera- 
ture of corn when- 



Loaded. 



'F. 
40.8 
40.0 
40.0 
40.0 
40.0 
40.0 
40.0 
40.0 



Un- 
loaded. 



•F. 

1 12. 
109. 7 
41.5 
41.5 
40.7 
40.5 
41.3 
41.3 



As shown in Table VI and figure 1, tlie shrinkage, or loss in Aveight, 
of the corn varied according to the moisture content. The corn 
containing 21.6 per cent of moisture lost 0.58 of 1 per cent when en 
route from Baltimore to Chicago and return, while the duplicate car 
of corn held on the track at Baltimore showed a shrinkage in weight 
of 0.59 of 1 per cent. The car of corn which contained 10.9 per cent 
of moisture lost 0.21 of 1 per cent in transit^ while tlie duplicate lot 
in the car which was held on the track at Baltimore showed a loss of 
0.26 of 1 per cent. The corn from lot Xo. 3, containing 17.1 per cent 
of moisture, showed the same shrinkage in transit as the car of corn 
which remained on the track at Baltimore — 0.23 of 1 per cent. The 
corn from lot No. 1, containing 11.1 per cent of moisture, showed 0.15 
of 1 per cent loss in weight while on the car in transit, as against 0.11 
of 1 per cent loss on the corn in the duplicate car at Baltimore. 

In this experiment the losses in weight were practically the same 
on the cars of corn in transit as on the cars held at Baltimore. By 
consulting the temperature records shown in figure 4 it will be seen 
that there was not such a marked difference in the air temperatures 
at Baltimore and at western points during the third experiment as 
occurred in the second experiment, which is illustrated in figure 3, 
page 9. The air temperature through which the cars passed en 
route from Baltimore to Chicago and return was lower on several 
days than the air temperature at Baltimore, but this diiference oc- 
curred only for three or four daj^s at most, and on several days the 
air temperature surrounding the cars in transit was higher than the 
air temperature at Baltimore. The difference between the air tem- 
perature at Baltimore and at western points during this experiment 



12 



BULLETIN 48, U. S. DEPABTMENT OF AGRICULTUEE. 



was SO slight that it did not affect the teniperatiire of the cv.vn ap- 
preciably, and consequently the losses in weight were practically the 
same on the corn in transit as on the corn at Baltimore. 

The corn in the two cars loaded from lot Xo. 1 of the tliird ex- 
periment showed a marked deterioration at the end of the test. This 



MO/sruRE ccAm^j 

OF CORN 



LOT/ ~ 2/6% 



LOTS- /9.S°/o 



lot;5- i7.^% 



LOT^- /A-./o/o 



CORN IN TRANSIT 
OR ON TRA OH 



(CARIC -IN TRANSIT 
IcAR/B - ON TRACK 

(CAR ZC-INTRANSIT 
\pAR2B-ON TRACK 

(OAR ^C-IN TRANSIT 
XcAR 3B-ONTRACK 

(CA R^C-IN TRANSIT 
ipAR A-B- ON TRA OK 



SHRINKAGE /N l^EIOHT 




OJS°/o 
0.//0/0 



/&// 



6 8 10 12 



MARCH 
14 16 IS 20 22 24 26 28 30^ 




Fit:. -1. — Diagram showing the lofSfs in the weight of the corn, the average temperature of 
the corn in each of four cars in transit from Baltimore to Chicago and return, and 
also the mean daily air temperatuve through which the cars passed, as compared 
with the same factors on the four duplicate cars of corn held on the track at Balti- 
more in the third experiment. 

deterioration was due almost entirely to the high moisture content of 
the corn, which became hot in the cars as a result of fermentation 
and the development of molds. On March 2"2 the average tempera- 
ture of the corn in each of the two cars was approximately 55° F. 
At the end of the experiment the average temperature of the corn in 
the car that remained on the track at Baltimore had increased to 



SHRINKAGE OF SHELLED COEN IN CARS IN TRANSIT. 



13 



100. T'\ wliile that of (lie coin in transit had increased to lli"" F. The 
high temperature accompanying the deterioration accounts for the 
very hu-ge natural shrinkage occurring in these cars. 

The corn in the other six cars remained at practically the same 
temperature throughout the experiment, showing only a slight in- 
crease from the time of loading until the time of unloading. This 
slight increase in temperature was probably due to the fact that the 
atmosphere was generally warmer during the latter part of the ex- 
j)eriment rather than to, any increase in temperature resulting from 
fermentation, as the corn Avas in good condition Avhen unloaded. " 

FOURTH EXPERIMENT, MAY 11 TO JUNE 1-3, ISll. 

CORN LOADED INTO CARS. 

On Mny 11. 1911, eight cars were loaded with corn, tAvo cars each 
from four special lots which had been selected according to moisture 
content. Prior to loading into the cars, each lot was thoroughly 
mixed in the elevator. One car of corn from each lot was held on the 
track at Baltimore, while the duplicate car of each lot was forwarded 
to Chicago and returned to Baltimore via the Pennsylvania Eailroad. 
The cars were equipped with electrical resistance thermometers, 
which were located in the grain in the same manner as in the three 
former experiments. 

The average condition and quality of the com in each lot at the 
beginning of the experiment, as represented by the results of the 
analyses of samples taken Avhen the com was being loaded, are shown 
in Table YII. 



Tabik A'II. — Faci'ors shniri)ig the condition and quality of each lot of corn in 
the fourth experiment when loaded into ears on May II, I'Jll. 



Lot 
No. 



Car designation and movement. 



IP ar 1-C, tninsil, Balthnoi'e to Chicago and rc- 
' turn 



Car 1-B, held on track in Baltimore yard.s.. . 

Car 2-C, tran.sit, Baltimore to Chicago and re- 
turn 

Car 2-B, held on trai-k in Baltimore yards.. . 

Car 3-C, transit, Baltimore to Chicago and re- 

i turn 

(Car 3-B, held on track in Baltimore yards. . . 
(Car 4-C, transit, Baltimore to Chicago and rc- 

< turn 

[Car 4-B, held on track in Baltimore 5nirds. . . 



Moisture 
content. 



Per cent. 
\ IS. 2 



16.9 



Sound 
com. 



Per cent. 
89.9 

01.1 

9.5.7 
96. 2 



Weight 

per 
bushel. 



Pounds. 
54.0 

rA. 1 

55. 5 



Cob, dirt, 
etc. 



Per cent. 
0.2 

.2 

.3 

.7 



Badly 
broken 
kernels. 



Per cent. 
3.0 

3.2 

4.4 

22. 1 



It Avill be seen by referring to Table VII that the average moisture 
content of the com in lot No. 1 was 18.2 per cent. The corn in this 
lot was considerably lower in moisture than the corn in lot No. 1 
of the second and third experiments. This was made necessary be- 
cause it was almost impossible to obtain corn having a moisture con- 
tent of more than 18 or 19 per cent that was sound and sAveet at that 



14 



BULLETIN 48, U. S. DEPARTMEXT OF AGRICULTURE. 



season of the year. The average moisture content of the corn in lot 
'No. 2 was 17.8 ])er cent. In lot No. 3 the average moisture content 
Avas 16.9 per cent, while in lot No. 1 the average moisture content 
wiis 18.0 per cent. The average proportion of sound corn in each lot 
ranged from 88.0 jjer cent in lot No. 1 to 00.2 per cent in lot No. 4. 
It will be noted that the average percentage of badly broken corn was 
very high in lot No. 4. being 22.1 per cent. 

SHRINKAGE IN THE WEIGHT OF THE CORN. 

The quantity of corn placed in each car, the shrinkage in weight 
while the corn was contained in the cars, from May 11 to June 1 and 



mOlSTURECONrENI 
or CORN 



Lort~ia.s*>A> 



L0T2-/7.8 0/0 



LOT 3- /e.9^/o 



LOT^~ /3.9% 



CORN IN TRANS rr 

OR ON TRACK 



SHRINKAGE IN WEIGHT 



ipAR lO -IN TRANSIT 
PAR /B- ON TRACK 

^R3C -IN TRANSIT 
^R 2 a -ON TRACK 

(CAR 3C-/N TRANSIT 
ipAR 3B -ON TRACK 



/.23'Vo 




/60O/O 



0.399I0 



(CA RA-C -IN TRANSIT \O.Oe °/o 
)pAR^B -ON TRA CK 6 O. II <=>/o 



/9/I 



MAY 



xJUNE 



K5 55 M »9 2i 23 25 27 29 31 




I'iG. 5.— Uiagraiii showing the lo.s« iu the \\eight of the coru, the average temperature 
of the corn iu eacli of four cars in transit from Baltimore to Chicago and return, and 
also the mean daily air temperature through which the cars passed, as compared v/ith 
the same factors on the four duplicate cars of corn held on the track at Baltimore in 
rhe fourth experiment. 

3, 1011, and the average temperature of the corn in each car at the 
time of loading ^ind unloading are given in Table VIII. These same 
factors, together with the mean daily air temperatures to which the cars 
were exposed and the average temperatifre of the corn in the various 
ears throughout the experiment, are shown more in detail in figure 5. 



SHRINKAGE OF SHELLED CORX IX CARS IN TRANSIT. 



15 



Table YIII. — Weight of corn in each car wancd'Httcly after hHtding on May 11, 
1911, and the :<hrinl-ar/r, or los.'i in Kcight, together with the moisture content 
at time of loading and the areruge temperature of corn at time of loading 
and unloading. 



Lot 


Car designation and movement. 


Moisture 
content 
of com 
when 
loaded. 


Net corn 
in car 
when 

loaded. 


Shrinkage, or loss 
in weight. 


Average tempera- 
ture of corn when- 


No. 


Pounds. 


Per cent. 


Loaded. 


Un- 
loaded. 




fCar 1-C, transit, Baltimore to Chi- : 
1 cago and return 


Per cent. 

18.2 

!„.. 

l(i.9 
13. 9 


Pounds 
[ 69,8-50 

1 69,47(1 

f 69,910 

1 68,750 

' 56, 060 

1 .55, 700 

1 65,890 

1 63,430 


SoO 

1,110 

210 

370 

220 

320 

40 

70 


1.23 
1.60 
.30 
. 55 
.39 
.59 
.06 
.11 


T. 
6>.7 

64.2 

58.7 

60.0 

Gl.O 

61.8 

61.3 

62.5 


121.2 


1 

2 

3 


jCar 1-B, held on track in Baiti- 

[ more yards | 

[Car 2-C; transit, Baltimore to Chi- ■ 

J cago and return 

iCar 2-B, held on track in Balti- 

[ more yards ' 

[Car 3-C, transit, Baltimore to Chi- 

1 cago aad.return ; 

ICar 3-B, held on track in Balti- ' 

( more yards 

[Car 4-C, transit, Baltimore to Chi- ; 
J cago and return 


129.0 
82.8 
95.7 
85.7 

100.2 
72.5 


4 


1Car"4-B, held on track in Balti- 
l more yards 


73. 3 



From Table VIII and figure 5 it will be seen that the .shrinkage m 
weight was much greater in the cars of corn that were held on the 
track at Baltimore than in those in transit. The mean daily air tem- 
perature through which the cars passed while en route, as shown in 
figure 5, was considerably less than the mean daily air temperature 
that surrounded the cars at Baltimore. This caused the temperature 
of the corn in the cars on the track at Baltimore to increase faster 
than that of the corn in transit, in that the higher air temperature 
not only warmed the corn, but also ofl'ered much more favorable con- 
ditions for the development of molds and bacteria and for the action 
of enzjans or other unorganized ferments; consequently, the natural 
shrinkage in the weight of the corn held at Baltimore was greater 
than that of the corn in transit. 

The shrinkage in weight of the car of corn in transit representing 
lot No. 1, containing 18.2 per cent of moisture, was 1.23 per cent, 
while the duplicate car that remained on the track at Baltimore lost 
1.6 per cent. The heavy losses occurring in these two cars were di- 
rectlj^ due to the deterioration of the corn. As may be seen in figure 
5. on May 20 the average temperature of the corn from lot No. 1 
was 79.5° in the car held on the track at Baltimore and T5.3° in the 
car in transit. From May 20 until June 1 the temperature of the 
corn increased rapidly, and on the latter date the car of corn held at 
Baltimore showed a temperature of 129°, while the corn that had 
been shipped from Baltimore to Chicago and return shoAved an aver- 
age temperature of 121.2°. The corn in these two cars was in a 
very badly damaged condition when unloaded, on June 1. 



16 BULLETIN 48, U. S. DEPARTMENT OF AGRICULTURE. 

In the second lot the loss in the weight of the corn shipped io Chi- 
cago and returned to Baltimore was 0.3 of 1 per cent. There v\as no 
appreciable increase in the temperature of this corn until May 25, 
at which time the average temperature of the corn in the car on 
the track at Baltimore was 71.3°. On June 1 the average tem- 
perature had increased to 95,7°. The corn that was in transit to 
Chicago showed an average of only 82.8° at the time of unloading, 
on June 1. This corn was onW slightl}^ damaged. It had, however, 
reached a point where the deterioration and the accompanying 
shrinkage would have been very rapid within the next few days. 
The car of corn from lot Xo. 3, containing an average moisture 
content of 16.9 per cent, lost 0.39 of 1 per cent in transit, while the 
loss on the same kind of corn in the duplicate car held on the track 
at Baltimore was 0.59 of 1 per cent. This corn was not unloaded 
until June 3, two days after the corn from the first and second lots 
was unloaded. At the time of unloading, the temperature of the 
corn in the car which was returned from Chicago was 85.7°, while 
the temperature of the corn in the car that remained on the track 
at Baltimore Avas 100.2°. As a result of the delay of two days in 
tlie time of unloading, the shrinkage in lot No. 3, containing 16.9 
l^er cent of moisture, was greater than the shrinkage in lot Xo. 2, 
which contained 17.8 per cent of moisture. If the corn from lot 
No. 3 had been imloaded on June 1. the loss in weight of the corn 
that was shipped to Chicago would have been 0.29 of 1 per cent and 
the duplicate car at Baltimore would have shov;n a loss of 0.44 of 1 
per cent. The loss in weight for those tvvo days was 60 pounds in 
the car of corn returned from Chicago and 80 pounds for the car 
on the track. The average temperature of the two cars of corn from 
lot No. 3 on June 1 was also lower than the temperature of the two 
cars of corn from lot No. 2. In this connection it is important to 
note that the corn in lot No. 3 was fresh-shelled corn, while that in 
lot No. 2 was shelled in November or December, 1910. This factor 
liad a considerable influence on the degree of deterioration and con- 
sequently had an effect on the amount of shrinkage. The car of 
corn from lot No. 4, containing 13.9 per cent of moisture, which 
was shipped from Baltimore to Chicago and return, lost 0.06 of 1 
per cent. The duplicate car from the same lot held on the track at 
Baltimore lost 0.11 of 1 per cent. 

SHRINKAGE AS AFFECTED BY THE TEMPERATURE OF THE CORN. 

In. all cases the temperature of the corn Immediately after loading 
into the cars was practically the same as the air temperature at the 
time of loading. 

Table IX gives the total losses in weight of the corn in all the 
cars in each experiment in transit, as compared with the corn from 



SHRINKAGE OF SHELLED COEN IN CARS IN TRANSIT. 



17 



the same lots on the track at Baltimore; also the average tempera- 
ture of the corn when loaded and just prior to unloading, together 



£XKRHUENT 
No. 



n 
m 

IV 

I 



DEC.2<; 1910 

TO 

JAN. SO, 19/1 

MARCH 3 
MARCH 29, 1911 

MAYN 
JUNE 3, 1911 

APRILIA-ro 
MAY II, 1910 



date: 



AVERAGE 
AfOISTUREX 

/aicorn] 



CORN IN TRANSIT 
OR ON TRACK 



SHRINKAGE /N WEIGHT 



/7.9 % 



ia.3% 



/6.7% 



I C. -A-CARS IN TRANS 
■UCARS ON TRACK 

', -U OARS IN TRANSIT 
f-^CARS ON TRACK 

f-^CARS INTRANSIT\ 



fCARS ON TRACK 
/B.1% C-SCA RS IN TRANSi 




0.60 o/o 

0.73<'/o 



/.Of/o 



NO. OF D Ays IN OARS 
2 4- 6 8 10 12 14. 16 18 20 22 24- 26 28 30 




Fig. G. — Diagram showing the average loss in weight and the average temperature of 
the four cars of corn in transit from Baltimore to Chicago and return in each of the 
four experiments, compared with the average loss in weight of the four cars of corn 
from the same lots that were held on the track ai Baltimore and the average moisture 
content of each' of the four lots at the beginning of the experiments. 



with the average moisture content, 
shown diagrammatically in figure 6. 



These same factors are also 



18 



BULLETIN 48, U. S. DEPARTMENT OF AGEICULTUEE. 



Table IX. — Total omoiint of com contained in each ejpocrimcnt, the average 
moisture content of the corn at the beginning of the exi)eriment, and the 
average temperattire of the corn immediately after loading and just prior to 
unloading. 



Experi- 


Period covered by 
experiment. 


In 

transit 
from 
Balti- 
more to 
Chicago 

and 
return. 


Held on 
track in 
Balti- 
more 
yards. 


Moisture 
content. 


Net corn 

in cars 

after 

loading. 


Shrinkage or loss 
in weight. 


Average tem- 
perature of corn 
when — 


No. 


Pounds. 


Per cent. 


Loaded. 


Un- 
loaded. 


1 


Apr. 14 to May 11, 

1910. 
Dee. 24, 1910, to Jan. 

20, 1911. 
Mar. 2 to Mar. 29, 

1911. 
May 11 to June 1-3, 

1911. 






Per cent. 
18.1 

17.9 
17.9 
18.3 
18.3 
16.7 
16.7 


Pounds. 
334,270 

258, 350 
258,200 
257, 320 
256, 540 
261,710 
257, 350 


3,360 

460 
520 
780 
775 
1,320 
1,870 


1.01 

.18 
.20 
.30 
.30 
.50 
.73 


"F. 

55.0 

31.5 
31.5 
40.2 
40.0 
60.7 
61.6 


°F. 
85.2 


2 






30.0 


3 




4 cars. 


33.9 
58.9 


4 




4 cars. 


58.3 
90.6 






4 cars. 


99.6 



In all of the experiments, Avitli the exception of the first, four cars 
of corn differing- in moisture content were shipped from Baltimore 
to Chicago and return and four duplicate cars of the same kind of 
corn were held on the track at Baltimore. 

It will be seen in Table IX and figure that the average loss in 
■weight of the four cars of corn in transit from Baltimore to Chi- 
cago and return in the second experiment, begun December 2-1, 1910, 
was 0.18 of 1 per cent. The four duplicate cars held at Baltimore 
showed an average shrinkage of 0.20 of 1 per cent. In figure 6 it 
will be noticed that the average temperature of the corn in the eight 
cars at the time of loading was 31.5° F. At the time of unloading 
there was a difference in temperature between the corn in transit and 
that on the track of 3.9 degrees, the temperature of the corn in 
transit having decreased 1.5 degrees, while that of the corn on the 
track had increased '2A degrees. This was caused by the lower air 
temj^eratures in transit than at Baltimore, as shown in figure 3, 
page 9. 

In the third experiment, begun March 2, 1911, the losses were the 
same on the corn in transit as on the corn at Baltimore, being 0.3 
of 1 per cent. In this experiment the average temperature of all the 
corn was 40° F., or 8-1 degrees higher than ■ the corn used in the 
second experiment. The average increase in the temperature of the 
corn in transit from the time of loading until it was unloaded was 18.7 
degrees. The average increase in the temperature of the corn on the 
track was 18.3 degrees. By consulting figure 4 it will be seen that 
the air temperature surrounding the corn in transit was practically 
the same as the air temperature surrounding the corn at Baltimore. 
In both cases the tendency was toward a higher air temperature; 
consequently, the temperature of the corn in transit increased uni- 
formly with the temperature of the corn at Baltimore. 



SHRINKAGE OF SHELLED CORN IN CARS IN TRANSIT. 19 

In the fourth exi^eriment the temperature of all the corn at the 
time of loacling, May 11, 1911, Avas 21.2 degrees higher than the tem- 
perature of the corn in the third experiment, being 61.2° and ranging 
from 60.7° in the corn in transit to 61.6° F. in the corn on the track. 
From figure 5 it will be seen that during the fourth experiment the 
air temperature at Avestern points was always lower than the air 
temperature at Baltimore; thus, the corn in the four cars on the 
track showed an average temperature of 99.6° at the end of the 
experiment, as against an average of 90,6° F. for the corn in the four 
cars in transit. The average loss in weight of the corn in transit was 
0.50 of 1 per cent, and of the corn held on the track 0.73 of 1 per cent. 

In the first exjoeriment, conducted from April 14 to May 11, 1910, 
no duplicate cars were held on the track at Baltimore. The average 
loss in weight of the corn in the five cars in this experiment wa^s 1.01 
per cent. The average temperature of the corn at the time of loading 
was 55° F., or 6.2 degrees lower than the average temperature of the 
corn used in .the fourth experiment, May 11, 1911. The fact that 
the corn in the first experiment showed a greater shrinkage than the 
corn in the experiment conducted from May 11 to June 1-3, 1911, 
when the average temperature of the corn and the average of the 
mean daily air temperatures were considerably higher, is explained 
by the fact that the corn in the first experiment showed an average 
moisture content of 18.1 per cent as against 16.7 per cent for the corn 
in the fourth experiment. The corn was also stored in the cars for 
five days longer; therefore, the difference in moisture and the differ- 
ence in the number of days that the corn was contained in the cars 
caused a larger percentage of shrinkage in the corn that was in 
transit from April 11 to May 11, 1910, than was found in the experi- 
ment conducted from May 11 to June 1-3, 1911. 

Figure also shows that the average moisture content of the corn 
in the shipment made on December 21, 1910. was 17.9 per cent. The 
number of days the corn Avas contained in the cars was 27. The ship- 
ment made March 2, 1911, contained corn with an average moisture 
content of 18.3 per cent. This corn was also stored in the cars for 
27 days. The average moisture content of the corn in the shipment 
of April 14, 1910, was 18.1 per cent, the duration of this test being 
likewise 27 days. However, as corn with a higher moisture content 
deteriorates very rapidly during the spring months, when the weather 
is generally warm, corn with a moisture content of 16.7 per cent was 
selected for the shipment of May 11, 1911, and the time was reduced 
from 27 to 22 days. Even in this experiment, as shown in figure 5, 
the corn in two of the cars was hot and very badly damaged, while 
the corn in four of the remaining six cars had begim to heat before 
unloading. 



20 



BULLETIN 48, U. S. DEPARTMENT OF AGEICULTUEE. 



COMPARISONS OF THE SAME LOT OF CORN USED IN THE SECOND, 
THIRD, AND FOURTH EXPERIMENTS. 

The lot of corn containing 17 per cent of moisture used in the 
experiment begun on December 24, 1010, was also used in the experi- 
ments begun on March 2 and on May 11, 1911. One car of this lot of 
corn remained on the track at Baltimore and one car of the same lot 
was shipped to Chicago and returned to Baltimore in each of the 
three experiments. 

In figure 7 a comparison is made of the loss in weight of the corn 
in this lot in each experiment. In the experiment begun on Decem- 
ber 24, 1910, when the temperature of the corn was below freezing, 
ranging from 30.5° at the time of loading to 30.G° F. at the time of 



NUMBER OF DAYS /N OARS 
2-^6 8 10 12 W- 16 IS 20 22 2A 26 



SHRINKAOE 
IN WEIGHT 




Fig. 7. — Diagram showing the average temperature and the average loss in weight of the 
one lot of corn used in the three experiments hegun on December 24, 1910, and March 
2 and May 11, 1011. 

unloading, the shrinkage was 0.07 of 1 per cent. This same corn in 
the shipment made March 2, 1911, showed a temperature at the time 
of loading of 40° and at the time of unloading of 40.6° F. In this 
case the shrinkage was 0.23 of 1 per cent. In the shipment made on 
May 11, 1911, the average temperature of the corn at the time of 
loading was 61.4°, while at the time of unloading the average tem- 
perature was 93° F. The average percentage of shrinkage was 0.49 
of 1 per cent. 

SUMMARY OF THE SECOND, THIRD, AND FOURTH EXPERIMENTS. 

A summary of the results of the second, third, and fourth experi- 
mental shipments, with special reference to the average moisture con- 
tent, the percentage of shrinkage, and the temperature of the corn 
at the time of unloading the 12 cars in transit from Baltimore to 



SHRINKAGE OF SHELLED CORN IN CARS IN TRANSIT. 



21 



Chicago and return, in comparison with similar data covering the 
duplicate lot of 12 cars that were held on the track at Baltimore, is 
shown in figure 8. From this figure is will also be seen that the 
average natural shrinkage in the 12 cars of corn in transit amounted 
to 0.33 of 1 per cent, while the average natural shrinkage in the 12 
duplicate cars of corn that were held on the track at Baltimore was 
0.11 of 1 per cent. The average temperature -at the time of unload- 
ing the corn in the 12 cars that were shipped to Chicago and returned 
to Baltimore was 60^, as against 61° F. for the 12 duplicate cars held 
on the track at Baltimore. This difl'erence of 1 degrees is accounted 
for by the fact that the temperature of the air through which the 
cars passed en route to Chicago and return was usually lower than 
the temperature of the air surrounding the cars at Baltimore. The 



AVE/RAGE 
MOISTUFft 
'NCORN 



CORN IN TRANSIT 
OR ON TRACK 



AVERAGE SHRINKAGE 
/N WEIGHT 



AVERAGE TEMPERATURE 
OF CORN AS UNLOADED 



17.63% 



/2 CARS JN TRANSIT 
1 3 CARS ON TRACK 





V\<r,, 8. — Diagram showing the averago loss in weight of the corn, the average moisture 
content of the corn at the time of loading, and the average temperature of the corn 
at the time of unloading in the 12 cars that were shipped to Chicago and returned to 
Baltimore in the three experiments begun on December 24, 1910. and March 2 and May 
11, 1911, as compared v;ith the same factors on the 12 duplicate cars of corn hold on 
the track at Baltimore. 

average of the mean daily air temperatures through which the cars 
passed en route to Chicago and return was 1G.2°, and the average of 
the mean daily air temperatures surrounding the cars at Baltimore 
was 50.9° F., or 1.7 degrees higher at Baltimore than at western 

points. 

CONCLUSIONS. 

(1) There is unquestionably a natural shrinkage in commercial 
corn during transit and while in storage. 

(2) Natural shrinkage varies with the moisture content of the 
corn and the atmospheric conditions to which it is exposed. 

(3) Natural shrinkage in corn that has become sour and hot is 
very rapid and may amount to several per cent Avithin a few days. 



o 



LiBRftRV OF CONGRESS 




002 682 044 3 



